Carbuter.



. L. RIKER.

CARBURETER.

APPLICATION FILED MAY`s1.19r2.

Lmm y Mmmm Apr. am 1918.

2 SHEETS*SHEET 2.

` E ,m Mm

' recaen.

NDREW L. BIKER, OF BRIDGEPORT, CONNECTICUT, ASSIGNOR TO THE LOCOMOBLE CDMPNY 0F AMERICA, OF NEW YQRK, N.

Y., A CORPGRATIGN OIF WEST VIRGJINIL ,CARBURETER.

Y Specication of Letters Patent.

Original application led July 16, 1902, Serial No. 115,841. Divided and this application lled may 3l, 1913.

Serial No.

To all whom t may concern:

Be it known that l, ANDREW L. BIKER, a citizen of the United States, and aresident vof Bridgeport, county of Fairfield, State of Connecticut, have invented an improvement in Carbureters, of Which the following description, in connection with the accompanying drawings, in a specification, like characters on the drawings representing like parts.

This invention relates to internal combustion engines and more particularly to means for providing a mixture of hot and cold air for the fuel supply of the engine as Well as to means for regulating the proportions of such mixture. This application is a division of my prior co-pending application, Serial` No. 115,841, filed July 16, 1902 and patented August 22, 1916, No. 1,195,399. The invention will be best understood by reference tto the following description when taken vin connection with the accompanying illustration of one specific embodiment thereof, while its scope will be more particularly shown.

pointed out in the appended claims.

ln the drawings:

Figure 1 is a top or plan view of the forward portion of a motor vehicle equipped with an internal combustion engine embodyin one form of the invention;

4`ig. is a side elevation of the same;

Fig. 3 is a vertical section taken through the fuel and air mixing` and regulating device;

Fig. 4 is a horizontal section on the line 4-4 in Fig. 3;

Fig. 5 is a vertical longitudinal section of' the device for regulating the admission of cooled or warmed air to the mixing devices;

Fig. 6 is a vertical cross section on the dotted line 66 in Fig. 5; and

Fig. 7 is a perspective detail of a part of Fig. 5 to be referred to.

`Referring to the drawings and to the cmbodi'mentI of my invention there illustrated, I have shown the same applied to a motor vehicle, the fore part only of which is Such a vehicle is provided with wheels l carrying a suitable spring-supported body frame 2, the latter sustaining the engine 3 and operating to drive the vehicle through the clutch 4l, transmission shaft 5, and. other parts not herein shown. various elements may be of any suitable or desired type or construction so far as concerns my present invention and require no further or detailed description herein.

The gasolene or other suitable fluid may be conducted through the pipe 6 from any suitable supply tank (not here shown) to the fuel and air mixing and controlling device 7 shown in Fig. 1 and illustrated in detail in Fig. 3. i

Referring toA the latter figure, the fuel supply pipe 6 is shown entering at the lower left-hand portion of the figure where it is connected by suitable coupling with the separator 8 depending from the/principal casting 9 in which the various Working parts are preferably arranged.

The bottom of the separator 8 is closed by a plug 1U which is provided with a vertical tubulai-v extension 11 flanged outwardly at its top to lit closely the bore of the separa These tor thus to compel fuel from the pipe 6 to y pass throughthe side openings 12 in the said extension to the interior thereof, thence upward through the strainer 13 ap lied toi the upward end of said extension.l ny water which may be mixed with the fuel separates therefrom in the separator 8 and may be drawn off through ai cock 14 in the bottom thereof. This construction permits a convenient means for removing the strainer 13 whenever necessary for cleaning. 1 l

The fuel, after passing through the sepa rator 8, rises through the opening 15 into the float chamber 16 formed within the casing 9. The entrance opening 6 is controlled by a preferably ball valve 17 on the lower end of a valve stem 18 which rises thrfmgh the iioat chamber 16 and has threaded uponv Sti valve stem will lift the valve stem and its .valve to close the valve opening 15 and cut oil' further admission of fuel.

The level of the fuel in the oat chamber may be regulated by threaded adjustment of the stopv guide on the valve stem 1S and the valve stem' may be manually depressed to admit additional fuel to the iioat chamber for starting the engine by the depression of the sliding starting device 21 which is vertically slidable in a perforation in the top of the inverted hup 22, and is normally retained end which is arranged within and in close proximity to the correspondingly tapered cone 30. This cone is carried by and at the lower end of a throttle cylinder or cylindrical throttle 31 arranged within the mixing chamber 27 and adaptedto be rotated therein by means of a stem 32 projecting from its upper end.

Within the cylindrical throttle 31 and lsurrounding the top of the cone 30 but not covering the opening therein, is a line mesh gauze 33, and immediately above this gauze or netting is an opposed deecting cone 3e depending from the top of the cylindrical throttle. The mixing chamber 27 near its lower end and below the level of the gauze 33 is provided with an air inlet 35, and above the level of said gauze 33 is provided 4with fan outlet 36, and immediately opposite these openings 35, 36, the cylindrical throttle 31 is provided with corresponding openings 37, 38, adapted when in proper rotative position, to register with said open- `in s 35, 36.

otation of the cylindrical throttle 31 will thus open and close the openings 35, 36, in the side of the mixing chamber, in

fact' that portion of the opening 35 comi municating with the interior of the throttle outside of the cone 30, may be completely cut Y off hg suilicient rotation of the said throttle.

The bottom of the cylindrical throttle, however, is above the bottom of the air inlet otwhatever be the rotative lopening 35, and consequently the admission of air from the said opening below and to the interior of the cone 30 is never cut 0E position ofthe throttle.

The opening 36 at the upper end of the mixing chamber 27 is connected by a pipe {see Figs. 1 and 2) with the engine incasso whereby the movements of the pistou therein, in a manner well understood by those conversant with the art, will .create a suthcient vacuum to draw air inward through the inlet 35, thence upward within the cylinder throttle both at the interior and .it the exterioi if the cone 30 therein. The air thus drawn upward from the interior of the cone 30 issues with considerable force through the contracted ring-like opening surrounding the atomizcr nozzle 26 at the upper end of the cone, and thus draws outward from the said nozzle the liquid fuel which is Amaintained therein at a level with that of the fuel in the float chamber 16, which level preferably is slightly below the top of said atomizer nozzle.

This fuel is thrown with considerable force against the opposing conical surfaces of the baile cone 3e which soatters and atomizes it and causes it to be thoroughly mixed with the air drawn upward at thc exterior of the cone, the combined mixture of fuel and air passing thence forward through the opening 36 to the engine, there to perform its work.

By rotating the cylindrical throttle 31 more or less within the mixing chamber 27, the quantity or volume of mixture permitted to pass to the engine through the opening 36, may be regulated or contrdlled at will,

and in the same proportion reduces the amount of air permitted to enter through the inlet opening 35 to the interior of the throttle cylinder outside the cone 30 therein. The admission of air below` and to the interior of the cone 30 however, remains always open and free. This insures proper operation of the atomizer at all times regardless of the extent to which the volume of air or mixture required, may be reduced; in other words, as the Volume of mixture drawn from the chamber, and air admitted to the chamber is reduced, if the reduction in air admission take place within the cone.

through the interior of the come and by causing the reduction to take place entirely at the exterior thereof where it can exercise no effect upon the atomizer.

As the atomizer draws the fuel from the float chamber 1G and reduces the level of fuel therein,` thc float drops andopens the valve 17 to admit a further supply of fuel, the action being such that in practice the float maintains the valve open suliciently 110 30 as well as the outside thereof, there innesco to insure a substantially continuous admission offuel both to the float chamber and also to the mixing chamber 27.

To start the engine, the starting device 2li is depressed, thereby causing the fuel to overflow the top of the atomizer nozzle and spread it uponathe fine gauze 33 in the forni of a thin film. i

In warm weather the engine will operate successfully with the use of cold or atmospheric air drawn into the mixing chamber 27, but in cold weather it is frequently necessary to admit warm air to the mixing cham` ber. To permit a mixture of warm and cold air suitably proportioned at all times to the temperature of the atmospheric air, l have provided means which are shown in Figs. l and 2, and in detail in Figs. 5, G and 7.

Referring first to Figs. l' and 2, the exhaust from the engine 3 issues through a pipe 4l passing thence along to the rear of the vehicle to a suitable muiller (not shown). Partially surroundingV the exhaust pipe 4l is a casing 42 forming a chamber through which air is drawn through the pei-fora tions shown, whichair is, oit course, heated by gpassing therethrough in contact with the heated Wall of the exhaust pipe.

This chamber is in communication with the inlet opening 43 (se-e dotted lines lligs. 2 ,and 6) of the het air mixing device 44, the latter shown as cylindrical in shape and provided witha second inlet opening 45 through which ordinary atmospheric air is admitted.

rlhe endsof the cylinder 44 are closed by tivo caps 46' and 47 provided respectively with segmental portions 48 and 49 (see Fig. 5) adapted, when in certain rotative position, to pliiitially onyvhdlly close their reepective openings 43 "and 45. @ne of these caps, as 46, is provided with a bolt 50 which extends longitudinally through the cylinder 44 and through the cap at the opposite end thereof, and 1s fitted outside the latter cap with a wing nut 51. By slackening this nut, the two caps 46 and 47 may be rotated relatively or in unison as required to obtain the desired proportionate supply of cold air through the opening 45 and warm air through t 1e opening 43, or air may be drawn throughV either one of these openings to the ilusion of the other if desired. The air thus admitted to the cylinder 44 passes therefrom' 'through the opening 52 and the pipe 53,(see Fig. 2) to the inlet 35 of the mixing device 7 (Fig. 3). Having then, properly adjusted the cold and Warm air supply the caps are clamped. in position by the wing nut 5l. The peripheriss of the caps 46 and 47 may be milled to 'enable them to be easily engaged and rotated by the hand of the operator and they are also graduated as indicated at 54 (Fig. 7) 'to indicate to the operator the positions of the segmental extensions within the cylinder 44, and the degree of opening or closing of the inlet openings therein.

At 55 (Fig. 3) l have provided a supplemental air inlet which is controlled automatically by an opening 5G in the cylindrical.

throttle 3l. As the latter is rotated to com,g pletely open the exit opening 38 leading to the engine showing a demandfor more combustible, the supplemental air opening 55 will also be proportionally opened to furnish the required additional air supply. AS a `hirther means :tor regulating this air suppl l have provided the supplemental air supp yV opening with a supply pipe 57 which leads to a point conveniently' accessible to the operator where it is provided with means such as a swing valve 58 for regulating the inlet thereto and the volume of air permitted to pass therethrough.

This invention is not .restricted to the par-- I nozzle, an air conduijt opening adjacent the mouth ot said nozzle, means to supply air thereto in the direction of discharge, a foraminous wall above which said nozzle discharges and meant to supply air through said wall to the `atomized fuel.

2. 'lhe combination in a carburejter for an internal combustion engine of a fuel supply device comprising an atomizing nozzle, an air conduit opening adjacent the mouth of said nozzle, means tosupply air thereto, a baille opposite said nozzle, a foraminous `wall located to receive fuel from said baille and means to supply air through the wall.

3.` The combination in a carbureter for an internal combustion engine of a fuel supply device comprising an atomizing nozzle, an air conduit opening adjacent the mouth of said nozzle, means to supply air thereto in the direction of discharge, a baille of tomparatively large area facing said conduit and means to provide a regulated supply of air outwardly of said nozzle and conduit.

4. The combination with a variable speed internal combustion engine, of a carbureter having a mixing chamber, a throttle valve between the engine and the mixing chamber adapted to vary from time` to time the amount of .mixture passin to the engine to control the speed thereo said carbureter having also an atomizing nozzle with means for constantly'malntaining a supply of fuel at the nozzle,a easin 'provided with grad iiall convervin wals about said nozzle @E i mee-,seo

means for passing through the space b el'n testimony whereof, I have signed my tween said converging Walls about seld name to this specification, in the presence 1C vlnozzle a substantially constant supply 01": aira of two subscribing Witnesses.

means for passing to said mizfiing` chamber an auxiliary air supply, end valve means to y ANDREW L BIKER regulatesad auxiliary supply operating in Witnesses: eordinaton with the speed Variations of the WM. S. TEEL, Jr.,

engine. B. J. CoNNoLLY. 

